Elevate 2nd Avenue Subway Elevate 2nd Avenue Subway Art
2nd Avenue El train at 34th Street, Dec 1937. Ed Watson/Arthur Lonto Collection, collection of Joe Testagrose.
Overview
A discussion on the structure of the Second Avenue Elevated Line: Of the four els congenital in Manhattan, the Second Avenue Line was the last to be constructed. Mayor Wickham and the Rapid Transit Commission fixed the route. The Metropolitan Elevated Railway Company (formerly the Gilbert Elevated Railway Visitor) began to construct the 2nd Ave. Line, the work really beingness undertaken past Mills and Ambrose, the foundation contractors. The iron manufacturers were Edge Moor Atomic number 26 Company and Clarke, Reeves & Company. Piece of work began at the corner of Allen and Division streets on February 24, 1879. It wasn't long subsequently this that the Manhattan Railway Visitor took over construction. They took over the sub-contracts from the previous companies and finished the projection in the allotted time given them. The first test train ran over the line from South Ferry to Second Avenue and 65th Street on Jan 15, 1880, and was ready to open up the line to the public on March 1, 1880. As it was explained in the in a higher place manufactures, in that location were a host of bug, only eventually the populace constitute the line adequate and running smoothly. There were subsequent changes to adapt the riding public, like additional tracks, more stations, wooden platforms replaced with iron structures and other improvements.
Both the Third Avenue Line and the Second Avenue Line were using Chatham Square as a transfer signal. On June 19, 1882, 3rd Avenue trains were allowed to operate to South Ferry without grade crossings, and besides continued on to Metropolis Hall Station. An overhead bridge was finally constructed and opened on September 25, 1882 connecting the Chatham Square Station on the north side with the Chatham Sq. Sta. On the southward side. This span permitted gratis transfer between the lines. They finally got it right.
Fares were collected by conductors on the trains, but this became impractical every bit ridership increased and this method of fare collection was abolished by Jan. xx, 1879. Cancelling boxes were introduced in 1880 whereby passengers deposited their tickets into these contraptions earlier entering the trains. After riding the trains for a nickel (all-twenty-four hour period fare was established in October 1886), the passengers could then drib their tickets in a ticket box equally they exited the station.
The New York Tribune, Tuesday, March 2nd, 1880
The New York Tribune, Tuesday, March 2nd, 1880. STEAM IN SECOND AVENUE - The fourth rapid transit line open up. Running trains on the Chatham Foursquare branch and the Second Artery elevated road. - Scenes along the line and at the transfer station.
The Second Avenue Elevated Railroad was opened to the public yesterday, as was also the co-operative from Chatham Square to the Urban center Hall. The first trains started promptly at 5:xxx a. 1000. and later on ran every three minutes during commission hours. Throughthe day trains were run almost every five minutes. Travel over the road was heavy. Many persons living a considerable altitude above the upper end walked to Sixty-5th-st. in lodge to ride on the new road.
On the westward side of Second-avenue, between Sixty-fifth and 60-6th-sts., there is a large wooden construction for coal and a switch rail for engines.
A large number of locomotive engines and cars were in readiness on the middle track, which extends from Sixty-fifth-st. to L-ninth-st., in order to make up trains equally often every bit the travel required. The cars were mostly those that have been used on the Third Avenue line, simply some of them were like the Sixth Avenue rolling stock. The trains ran smoothly over the road, merely the new runway seemed to crusade more than dissonance than even the 3rd or Sixth Avenue Road.
At several different places along the line the track is very high. Betwixt Thirty-quaternary-st, and Forty-second-st, the tops of the cars are seen in a higher place the roofs of the houses. The track apparently descends after a few blocks to the level of the showtime- story windows.
The curves were all made slowly and smoothly yesterday. At Xx-third st. and Second-ave the curve was specially sharp. The station is between the curves at Beginning and Second-aves. The stations along the line are not nevertheless completed, and only the iron framework is in position. Picayune wooden structures are at present provided for the ticket agents. Many mechanics are engaged finishing the work.
Big placards are posted in each station forbidding the workmen to cross the tracks. The station at Thirty-fourth-st., will not be finished for some time, and the trains volition not stop here for the present.
The City Hall Branch, which has been closed since early last Summer, is now part of the Third Avenue route to Harlem. There are thus two separate lines of elevated route, which approach each other at Chatham-foursquare, merely practice not cross each other. To provide for the transfer of passengers from ane road to the other a high bridge connecting the two has been constructed. Passengers coming down-town on 3rd-ave, are able to reach the Battery by crossing the bridge and taking the down-train on the Second Artery Line. By the aforementioned means passengers going up-town from City Hall who desire to go by the Second Avenue Line are able to brand the transfer. A new station has also been congenital adjoining the old 1 of the Third Artery Line from which extra trains are to be dispatched during the decorated hours of the solar day, for the accommodation of those going upwardly-town from Chatham-foursquare.
The transfer of passengers yesterday was attended with considerable defoliation. The arrangement of stations of the 2 lines, which becomes plain enough after being studied out , at first sight appears perplexing on account of the numerous gates, passage-means and flights of stairs. It appeared to exist a puzzle, especially to women many of whom were only able to find their style over the bridge after repeated directions from the gatemen. The wooden stairs leading to the span, temporarily constructed until the iron ones should be finished, before long proved too narrow. Passengers meeting on them were compelled to squeeze by each other in single file or expect at the foot until the coast was clear. Workmen were engaged last nighttime remedying this difficulty by making the stairs wider.
The platform of the station is non close enough to the track, and consequently there is a considerable space between it and the cars. A person at night might easily step into the open space and be seriously injured.
With reference to the working of the junction, the principal engineer of the Tertiary Artery Line said last evening to a TRIBUNE reporter:
"In that location seemed considerable of a hitch to-twenty-four hour period, but I recollect it was largely attributable to the fact that many of the passengers, instead of passing on stopped to run across how the tracks had been arranged and to watch the transfers. A great many transfers are fabricated necessary because a large proportion of the passengers coming down Third-ave desire to go to the Bombardment, and virtually of those coming up from the Battery wish to have cars on Third-ave."
The ticket agent at the Metropolis Hall station stated last evening that the traffic over the City Hall Branch was much heavier yesterday than it was on an boilerplate solar day before the branch had been closed. After midnight no trains volition be run on the Second Avenue Line or the City Hall Co-operative. The Third-ave. trains later that hour will run to the S Ferry Station at the Battery until 5 o'clock in the morning. At that time the regular gild of running on both roads will be resumed. On Sundays besides traffic will be suspended on the Second Avenue Line and the Metropolis Hall branch; but the trains on Third-ave. volition run to the Battery as heretofore.
The New York Sun, Tuesday March ii, 1880
The New York Sun, Tuesday March 2, 1880. THE UNCOMPROMISING OPENING OF THE Second AVENUE RAILROAD - The Jam on the Narrow Bridge at the Chatham Square Junction. - Stairways and Stations in an Unfinished Condition, and Confusion Everywhere. - Scenes on the Line.
The Second Avenue elevated railroad was thrown open yesterday morning, in a condition of incompleteness that surprised its patrons, in view of the length of time employed in preparation and the resources at control for its construction. All beyond the mere building of the rail had evidently been left to the incompetent, and everything was done in a hurry.
Past the new arrangement the southern terminus of the Second Avenue elevated road between five:thirty A. M. and midnight, is at South Ferry; that of the Tertiary Avenue line at the City Hall.
For the supposed convenience of the public, a bridge over the Third Avenue upwards-spring and the Second Avenue downward-bound tracks, connects the 2 depots at Chatham Square. The company's gild restricts exchanges nominally to "trains of the other line bound in the same direction," simply there does not seem to have been as notwithstanding any effective system adopted to prevent anyone exchanging at Chatham Foursquare for whatsoever direction. Consequently, that bridge must exist crossed past passengers from below there on the 2d Avenue line going up 3rd Artery, by passengers from below on the Second Avenue line going to the Urban center Hall, by passengers from above on the Second Avenue line going to the City Hall, by passengers from above on the 2d Avenue line going up 3rd Avenue, by passengers from Urban center Hall going to the stations below on the Second Avenue line or above on that line, past passengers from above on the Third Avenue line going to South Ferry or upwardly to some Beginning or Second Avenue station; and to these must be added all passengers past the 2d Avenue line either from beneath or above, who wish to become off at Chatham square, and passengers who wish to take the Second Artery line at Chatham square, for in that location is equally yet no stairway from the Second Artery depot at this point to the street. The bridge over which this immense multitude is expected to pass is almost 20-four feet long by apparently ten in width and is reached at each finish by a steep flying of nineteen wooden steps....
That this passage was entirely inadequate was demonstrated in a few minutes after the exchanges began yesterday morning.
It was in the early commission hours, and the throngs forcing their way in opposite directions up and down these narrow stairways were and then dense that it took half an hr of violent effort to cross from one railroad train to another. Sometimes for several minutes the crowd would exist then wedged that movement became impossible. .... Only every bit the morning's crowding and annoying had been, that of the evening commission hours were worse.
The stairways had not been wide enough for the requirements upon them in even those mid-day hours when travel is lightest. But wide enough for one total grown human being to pass up or down at a fourth dimension, they were at 5 o'clock besieged past hundreds not only of stout men, but of women some of whom carried infants, children, mechanics with boxes of tools, person holding boxes, travelers with valises going to the railway depot. Not but was the bridge covered by a dumbo mass unable to move, and the narrow stairways jammed full of people who could get neither backward nor forward, but they were packed upon the northern end of the Second Avenue depot platform and the southern stop the 3rd Avenue depot platform hundreds of exasperated, perspiring, struggling men and women. Pickpockets got into the crowd and made a thriving business organisation while the jam lasted, a score of men losing valuable watches, and many, both men and women being robbed of pocketbooks. Dresses were torn, buttons ripped off,....hats mashed, ribs savagely elbowed, and fights threatened.
Every at present and then men would jump down on the tracks and make a nuance to cross the track from ane platform to the other and narrowly risking their lives every time they did and so, but several burly employees of the roads occupied the debatable ground, and drove them all dorsum. Had there been stairs from the Second Avenue depot downwards to the street the matter would not have been so bad, just there were none.
At 6 o'clock Superintendent Stewart got a Tertiary Avenue downward-spring train switched off to the South Ferry; holding the upwardly- bound trains from the Metropolis Hall in cheque until they passed and the switch was relocked. At .... it got back having made the run from the Southward Ferry without a stop, and was started from the Chatham Square station up the Third Avenue line, the Second Avenue downward trains being held on Division Street and the upwardly trains from the Urban center Hall checked until it got away and the switches were locked. That railroad train's divergence.... broke the deadlock and so started on the span, and gave a adventure for the team of police who had been sent for to grade the passengers into lines on the stairway. It was not, however, until long later the commissions hours were by that that crossing the bridge was made without keen difficulty, or with a speed more than rapidly than at a snail's stride....
Photo Gallery
| 5 Random Images | ||||
 Image 45173 (215k, 1024x595) Photograph by: George Votava Collection of: Joe Testagrose Location: 50th Street |  Image 45174 (173k, 1024x618) Photo past: George Votava Collection of: Joe Testagrose Location: Near Houston Street |  Paradigm 45945 (135k, 1024x503) Photo by: Kevin Farrell Collection of: Joe Testagrose Location: 92nd Street |  Image 142524 (192k, 1004x606) Drove of: Frank Pfuhler Location: Queensborough Bridge |  Paradigm 142527 (234k, 1024x757) Drove of: Frank Pfuhler Location: 92nd Street |
Photos Past Location
Sea Embankment Portal, 8th Avenue, Fort Hamilton Parkway, 13th Avenue Overpass, New Utrecht Avenue, 16th Avenue Overpass, 18th Artery, 20th Avenue, Bay Parkway (22nd Avenue)
Meet The 3rd Artery Elevated for South Ferry Station and Chatham Square Station.
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Source: https://www.nycsubway.org/wiki/The_2nd_Avenue_Elevated
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